Railway vehicle



March 1, 1960 C, B NELSON ETAL 2,926,618

RAILWAY VEHICLE Filed Dec. 29. 1954 6 Sheets-Sheet 1 March l, 1960 c. B. NELSON ET Al. 2,926,618

RAILWAY VEHICLE Filed Dec. 29, 1954 6 Sheets-Sheet 2 if ff ATTORNEY March 1, 1960 c. BQNELSON ETAL 2,926,618

RAILWAY VEHICLE:

Filed Dec. 29. 1954 6 Sheets-Sheet 3 INVENTOR Z TTQNE March 1, 1960 c. B. NELsoN ET Al. 2,926,613

RAILWAY VEHICLE Filed Deo. 29. 1954 6 Sheets-Sheet 4 INVENTOR A11-OPN Y March 1, 1960 C. B. NELSON ET AL RAILWAY VEHICLE Filed Dec. 29. 1954 ffl 6 Sheets-Sheet 5 lBY ENTOR March l 1960 c. B. NELSON ET AL. 2,926,618 Y RAILWAY VEHICLE ATTORN Y RAILWAY VEHICLE `Corless B. Nelson, `Chicagmand John .M. SmidLWheatou, Ill., assignors to General Motors Corporation, Detroit, Mich., a corporation of Delaware Application vDecember I29, 19'54, Serial No. 478,348

\7-Clams. '(Cl. 10S-454) This invention relates generally `to railway-vehicles .and vmore `particularly to vehicles adapted to carry .lading tes atnr C which is to be loaded and unloaded .through apertures in the side walls of the body of the vehicle. The invention is particularly .concerned with the protection ofthe Alading carried .by the vehicle body'by cushioning .of the body against :bu loads applied to the ends 'of the under- ,.frarne. `This is Aaccomplished by allowing the body of 1.the vehicle to move :longitudinally relative to the underframe and `then 'cushioning this relative movement :in :a novel manner. Although the .invention'is to be described 'in connection with a refrigerator .can-it should be .appreciated, .as the description proceeds, `that application :of the v.invention is not''lirnited to refrigerator cars but is .much

more Vgeneral and is applicable on all kinds of railway "and other 'types :of vehicles.

Anotherfeature .of the inventionto ybe emphasized Yis the provision of novel hinging --arrangements for the irailway vehicle doorson'either sideof the 'body ofthevehicle which -enableithe doors to be `pivoted open .and also moved Vltmgitndina'lly .of the 'car -so lthat they ilie ush against the side walls ofthe cat when in the .fully lopen position thereby taking up a vminimum amount-of clearance and enabling theca'r to be located closer to the ramp or platform which is used to transfer the .goods to and from the interior of .the car body.

A further feature of this invention also worthy'of mention is the 'fabrication of the body which Ain-volt'esthe use of innerand outer wall structures wherein the vouter wall structure is supported on the inner structure andithe inner structure @movably resides on the lunderframe -of the vehicle land the two structures are reinforceably secured together by means of va polyisocyanate '.foam.l

poured between'these two structures and bonded thereto,

this foam acting not only to insulate the inner wall struc- -fturej .from the outer wall structure but ,additionally lserv- 4'ing :t0-'increase the `strength of the 4side walls of the car.

'ice

. j 2 neutral yaxis. Consequently when buff `loads are applied lto the underframe, whichvas mentioned often happens to vehicles of this kind, these .loads will act along `the neutral axis 'of the underframe and will not cause any bending of the `body supported thereon. Additionally, Ithe body is not only supported yonly adjacent the ends lthereof on the underframe'adjacent theends of the underframe but is also adapted kto -slide .longitudinally with respect thereto. This allowance of relative longitudinal `.movement between the vehicle body and the underframe 'cushions 'the shock loads .applied tothe ends of the under- ;frame through `novel "cushioningmeans provided between .the body andthe underframe which 'serve to absorb a .substantial portion-of these shock loads.

For a further understanding of 'this invention and the objects thereotreference may be had to the accompany- Ling detailed description and drawings, in which:

Fig. 1 is a side view in elevation of a railway vehicle incorporating the invention.

Fig. 2 is 'a view in plan and in section taken on the line 2 2 :of Fig. 1 and particularly shows the underfframe of the vehicle, transversely'spaced wells intermedi- `ate the lends of the underframe on either side of the :longitudinal centerline Ythereof into which extend longitudinal .shear plates rigidly attached to 'the vehicle body.

,'Fig. 3 is a fragmentary view .in section :taken on the :line 3-3 ot Fig. l and illustrates the inner and outer wall .structures of the vehicle body, how the louter wall structure `is spaced from and supported .by the inner wall `structure and how these two wall structures are rein- `forced by the use ot' bonding polyisocyanate `foam there- .between.

' Fig. 4 is a fragmentary view Ain section taken on the vline Ytl-4 of Fig. l `at the same longitudinal location as fFig. 3 butat a lower level of the car. Fig. 4 also illus- 'trates how the outer wall structure .of the body is supported on the inner vwall structure and Ahow the inner 'of the inner wall structure extend .into pockets in the l nntlerframe to l'prevent transverse Vmovement of `the body zstructure relative to the underframe, `these pads being located .at 'spaced :points longitudinally and transversely tof :the vehicle.

One of the problems encountered in .railway vehicles which are utilized for the transportation'of lading is that v Yusually the body is rigidly connected 'to the underframe so Vthat vthe :neutral axis of the entire unit Yis located somewhere above the horizontal .plane through the under- -frame in which the rbuff Vloads to which the vcar is often- :subjected are applied. (Buff loads occur during switching i operations, braking, acceleration, etc.) When these buff loads are applied. there .-is a tendency on the part of the entire'ear to -b'end as an elastic beam along itsneutral axis located somewhere yabove the underframe. This bending has a disastrous effect onthe structure `of the Y, yinstance .preferably adjacent -theendstof the body and the underframe. 'This lseparation votthese ftwo units fof the railway yehicle results-in each unit having a .separate gFig. 6 is a -view in rplan taken on `the line 6'-6 of Fig.

the doors which enable the doors to be'pivoted out of the .planes of the side walls of the vehicle and moved longitudinally along the vehicle to locations where they lie adjacent the side walls of the vehicles in planes parallel thereto completely out of the way of the door openings.

Fig. 7 is a view similar to Fig. 6 showing the doors in their open position and how the openings in the side walls of the vehicle are completely free of the doors and the doors are located iiush against the side walls ofthe vehicle so that the car may be moved in extremely close .proximity to the platform or ramp used to transfer the .goods into and out of the car.

Eig. 8 Iis a view `in elevation taken on .the line 8*--8 of Fig. A2 and illustrates how the shear .plates rigidly connected to the inner wall structure .of the refrigerator car extend into the wells provided in the underframe so as ing to reinforce the plate and also better locate it between structure connected to both the inner and outer wall structures. Fig. 9 also illustrates how the wells are closed below so as to completely enclose the shear plates.

Fig. is a view in elevation taken on the line 10-10 of Fig. 2 and again illustrates how the shear plates including transversely or laterallyrextending plating on the ends thereof extend down into the wells provided in the f underframe on either side thereof and further how the wells are provided with pockets at either end in which are inserted resilient blocks.

Referring now to the drawings and particularly to Figs. 1 and 2 the railway vehicle includes an underframe indicated generally by a numeral, 2. The underframe 2 comprises a pair of channels or longitudinally extending central strength members 4 positioned on either side of the longitudinal centerline of the vehicle and adjacent thereto and a pair of outboard Vlongitudinally extending channels forming outboard side sills 6, the sills and members 4 being secured together by suitable transverse ribs or strength members 8, gusset plates 10, diagonal struts 12 and a pair of longitudinally spaced transversely extending underframe bolsters or bolster members 14. The underframe bolsters 14 have on the under side thereof depending center bearings 16 (see Fig. 1) which are received by the usual railway vehicle wheeled trucks 18.

The body of the vehicle, which is indicated generally by `a numeral 20, is made up of two main structures, an outer body structure indicated by the numeral 22 and an inner body structure spaced inwardly from the outer body structure and indicated by the numeral 24 (see particularly Figs. 3 and 4). The outer body structure comprises outer side walls 26 including thin plates 27, a roof structure 28 and end walls 3i) (see Fig. 1). The inner body structure 24 comprises built-up side walls 32, a built-up ceiling or top wall 34, a compartmented bottom wall 36 and built-up end walls which, although not shown, are spaced from the end walls of the outer body structure. The inner side walls 32 of inner body structure 24 each have built thereinto at spaced inter- `vals two upstanding stanchions or body bolsters 37 located directly over the bolster members 14 of underframe 2 in order to support the inner body structure on Athe underframe at only four points (opposite ends of and lower brackets 38 and 40, respectively, welded or I otherwise suitably secured thereto directly opposite each stanchion 37. These brackets 38 and 40 are supported on suitable insulating pads 42 in turn supported on upper and lower brackets 44 and 46, respectively, welded or otherwise secured to the stanchions 37 built into side walls of the inner wall structure and spaced along their lengths. The brackets 38 and 44 are secured together by bolt assemblies 39 and suitable insulating washers. Filling up the space provided between the side walls of the inner and outer wall structures is insulation 48 preferably in the form of a foamed plastic involving the reaction product of an organic polyisocyanate and a polyester such as meta-toluene diisocyanate and an alkyd resin. This insulation which is poured into the space between the walls 26 and 32 not only insulates the walls of the car but also adds a considerable amount of strength to these side walls and aids in supporting the outer body structure 22 on the inner body structure 24. The polyisocyanate insulation forms an extremely strong bond with the metallic plates with which it comes in contact and is structurally quite strong in comparison with the usual fiberglass-type insulation. It does not pack or shake down, deteriorate or decompose, nor is it affected by moisture. The spacebetween the roof or outer top` wall 28 of the car and the ceiling or top wall 34 of the inner wall structure is provided with a dilerent -type insulation 50 which is made up of thin sheets of aluminum separated by corrugated cardboard spacers. This insulation, which appears to terminate adjacent the lower foot or ange 52 of transversely extending I-beams 54 `forming the strength members of the roof 28, actually extends upwardly to the upper plating 56 of the roof on either of the sides of these I-beams 54. The rounded edge constructions connecting the upper edges of the outer side walls 26 and the top wall 28 comprise rounded plating 58, intermittent reinforcing strips or webbing 60 and webs 62 which form pockets along the length of the car. These pockets are also filled with the polyisocyanate foam in order to increase the strength thereof, deaden sound and provide additional insulation. The bottom wall or tloor of the inner body structure 24 is made up of a plurality of horizontally extending plates 64, 66, 68. The plates 66 and 68 have therebetween insulating material 70 similar to the insulating material provided between the ceiling of the inner body structure and the roof of the car.

As previously mentioned, the body of the railway vehicle is supported on the underframe 2 for longitudinal sliding movement with respect thereto at only four rec tangularly spaced points located at opposite ends of the two bolsters 14 provided in the underframe. Referring now to Figs. 2, 4 and 5 it will be observed that directly below each of the stanchions or body bolsters 37 on the underside of plate 68 is a downwardly facing plate-like yreceptacle 72 which has anchored therein a chating pad 74 preferably made of some non-metallic phenolic material which has a higher rate of wear than that of steel. Pad 74 slidably rests on an upwardly facing plate 76 secured to the upper face of bolster 14 in underframe 2 adjustment an end of bolster 14. The phenolic pads 74 slidably resting on the plates 76 allow the body structure of the vehicle to move longitudinally with respect Ato the underframe. In order to prevent lateral movement of the body ystructure of the vehicle relative to the underframe it will be observed that also secured tothe inner body structure and depending therefrom below each of the stanchions or bolsters 37 is a small vertical lug 78. The lugs 78 extend downwardly through apertures 80 in the upper face of the underframe bolsters 14 into recesses or -pockets 82 provided therein. The lugs 78 are provided with lateral outward-facing chating plates 84 which are adapted to abut cooperating lateral inwardly facing plates 86 on the outer walls of the pockets 82.so as to prevent lateral movement of the body structure of the vehicle Vrelative to the underframe. There is, however, a sufiicient amount of clearance between the end walls of the pockets 82 and the lugs 78 to allow a limited amount of longitudinal movement thereof relative to the bolsters 14 and underframe 2. It should be appreciated that with this type of four-point suspension even though unusually large buff loads are applied to the ends of the underframe so as to in fact cause it to hump or sag this humping or sagging will not be transferred to the body struc. ture, which would otherwise cause stresses on the body structure, plates, the doors, etc.

While allowing the body structure and the goods carried thereby to move longitudinally relative to the underframe tends to prevent damage of the goods by buff -loads applied to the underframe, of necessity this longitudinal relative movement must be limited. This is accomplished by the unique cushioning and limiting means next to be described.

Referring now to Figs. 2, 8, 9 and 10 it will be observed that the underframe 2 is provided adjacent the sides thereof intermediate the ends of the underframe with a pair of oppositely disposed wells 88 which are formed by the sills 6 deepened by the angular members 87, inwardly spaced channels 90 and deepened pairs of transversely extending strength members 8. The wells 88 are provided at either end thereof with pockets formed by at plates 92 secured to the underside of the underframe ennemie adjacent :the ends tof the xwells :and falso :by :small `itertical `insulating A:pieces 134-1lening slots ,.96 .leading from -,the .main'part of the wells 88 'into .the .pockets 89. The-small -plates .92 forming the :bottom sides of pockets '89 tare eachprovi'ded with .smalliskids 9.6 on which are ,supported resilient block assemblies comprising .yafcentral resilient portion 9,8 :preferably f of rubber tand 'metallic end Aplates '100. -Securedto the sides :of :the :inner :body structure -intermediate the -ends .thereof :and depending'therefrom :are two oppositely disposed vshearLplates 102 which `ex- -itendintothe wells 88. Thegshearyplates 102 are welded :or otherwise-securedtat theirupper edgesto door jambs lor.:frames 104 defining the door :openingsand .forming 'part -of;the.innerbody structure 24. The llongitudinally facing .lends `of shear plates 102.are1provided vwith .end 4facing -plates .166 which vare bent in anaarc adjacent y:their .upper ends. so vthat the upper. ends .thereof. aresubstantiallyzhorifrzontal. .The lowerzedges of shearplates 102. are provided `with horizontally -sextending reinforcing .plates [08 Awhich rare .suitablysecured :to zthe lower yedges of shea-r plates j1l2andalso1tothe endplates '166. Theshear plates `102,

`:then,.ineluding end plates .106 extend between opposite resilient block vassemblies iand `any longitudinal move- 4ment of :the .body structure A'of the Vvehicle is cushioned r:through theseshearplates and the cushioning block 98. ln other words, if buff 4loads should 'be Yapplied to the underframe 2 which would cause the body structureto move on the pads 72, 76 lsuch ,movement would be increasingly resisted by the resilient blocks 98 thereby protecting the goods carried by'the body of the railway ve- 'liicle. `In. order.to `vertically stifenxthexshear plates 102 zthey havezbeenprovidedwith additional reinforcing plates torfr'ibs 1110Jlocated.adjacenttheends 'of .the shear plates.

heseribs 110 andhorizontalplate 108 also providesupport for-suitable.insulatingmaterial 112 so as :to insulate .the shear plates .102.fromthe'underframe 2. *Referring again -f-forxa .moment .to .the .door v frames 104 Vit will :be .observed'theyterminate outwardly in a flange 114 which ,'isprovided-with arubber insulatingfsea'l 116 yaround Ythe peripheral edgethereof. The outer wall-structure around the doors includes theangular door frame 118, the memlher 1 2`0-channel-shapedin cross.section,:member 122 also channel-shaped in cross .section and :the small .angular :member 124, .all suitably fsecuredftogether preferablyfby welding. The angularmember 124=serves twoffunctions. :'Itxaids in.maintaining.theinsulating material 112 inplace .and also tends to preventany lateralfbending orplayfof the :shear platef102. Asimilar structure is providedon the linward .side .of .plate 102 .which Lincludes the .angular member 126. Member 126 as in the case of member 12d aids in maintaining the insulating material 6 in place and also tends to prevent lateral play of the shear plates 102. It will be observed that the bottom sides of the Wells 88 are closed by a recessed cover plate 128 which is suitably secured as by screws 130 to the lower flanges of the deepening members 87 and channels 90. Located in the recessed portion of cover plates 123 is more insulating material 132. insulating material 132 along with the other insulating material previously mentioned and insulating material 134 further aids in protecting the shear plates 102 and insulating them from the underframe 2.

Turning now to Figs. 1, 6 and 7 it may be seen that the door and hinging structure of the railway vehicle is unique. in Figs. l, 6 and 7 it will be observed that the side wall shown of the railway Vehicle body is provided with an aperture 134 intermediate the ends thereof which may `be closed by a pair of vertically hung, horizontally swinging doors 136. Although not shown, the opposite side Wall of the vehicle is provided with a similar aperture and similar vertically hung, horizontally swinging doors. The hinging structure of these doors is considered novel and comprises upper and lower hinges 13S which are pivoted at one end 140 about pivot points 142 located inboard of the side walls of the vehicle. The opposite jacent corners ofthe doors through rigid fconnections to .vertical bars 145 pivotally mountedzinzthegplanes .ofthe doors such that the doorsmayl-pivot onthe ends of the hinges 144 about vertical'axesoffbars 145-which,.lie,in the planes of the doors. In .thefully closed position, :as shown in Fig. 6, the two doors-and the .side wallfliein a `common plane. Each door ,-136 y is provided withv a hinged Vertical bar 146 which'carries veccentric cranks 148 .en` Vgageable-,in lugs 150 provided at ,the Atop and bottomof .the doors on the railway vehicle body v,side-walls. vThe bars 146 have securedthereto forturning the bar-handles .152 which are adapted tobe locked in jplacellush against the door vby locking means 154. In order to open the .doors when closed, as shown in Fig. 6,.the loekingmeans .154 are firstr removed in 'order to release the handles 152. Movement of .handles `152 .causes ybar 146 and-eccentric cranks 148 torotate cammingthefdoors outlof .the plane of thesidewall. Handles 156 providedfon'ithe extreme outer'edges of the .doorsmay then begrasped and pulled outwardly vand longitudinally Yso ,that Vthe doors takeup .the positions Shown in Fig. 7. 'It will ,be noted that the hinges 138 are provided with curvedportions k1'58 which ends 144 of the hinges 138 are pivotally connected to ad- 75 eliminate'interference between the hinges and the ,door

-frames 104 so as to enable :thedoors .tofbemo-ved com- -pletely out of the aperture 16.4. The doors themselves are provided with insulating seals `entendingaround the peripheral edgesof the inner and outer f-acesof thedoors which engage `the door jambs :adjacent l,the inner and outer Ywall structures `so as'toontinuextheseparation of :the vinner and outer wall lstructures and maintain the insulat- -ing characteristics of these two structures.

With this type of door arrangement .and hinge construction it'will be observed that only one doormay he opene'dzif vdesired. orboth doors may be opened if desired. One; door maybe made to .operate as atypical .vertically-hung dooror else it canbe uniquely moved out 'of zthe aperture .andradjacent the side of the vehicle and in a plane parallel .tofthe plane of the side wall of the vehicle so as-totake .up a minimum amount of space and enable the vvehicleto be located as close as possible 4to Aa loading dock, etc., in

order to simplify the loading .and unloading of the vehicle.

The door openings are made wide enough to enable lift and loading trucks lto be driven through them. Theuse of this type of hingeeliminates lcostly tracks and roller assemblies, etc., which are .constantly in need of adjustment, repair, etc.

Whatl We v claim Yis:

l. A railway vehicle comprising'anfunderframel'having `supporting `railway vehicle trucks disposed `therebelow, said underframe having a well intermediate the ends thereof extending longitudinally therealong, a body slidably supported on said underframe, a longitudinally extending plate-like member rigidly secured to and depending from said body and extending into said well, and resilient means interposed between the ends of said platelike member and the ends of said well whereby longitudinal movement of said body relative to said frame is cushioned. v

2. A railway vehicle comprising an underframe having supporting railway vehicle trucks disposed therebelow, a railway vehicle body slidably supported on said underframe, a pair of transversely spaced longitudinally extending wells in said underframe, a pair of transversely spaced longitudinally extending shearplates rigidly se cured to said body and depending therefrom and extending into said wells, pockets formed at either end of said wells and having seated therein resilient cushioning means interposed between the ends of said plates and the ends of said wells.

3. A railway vehicle comprising an underframe having supporting railway vehicle trucks disposed therebeneath, a railway vehicle body slidably supported only adjacent the ends thereof on said underframe adjacent the ends of said underframe, said underframe having a longitudinally extending well formed therein intermediate the ends there- "7 of, a longitudinally extending plate-like member rigidly secured to said body and depending therefrom and extending into said well, and resilient means interposed between the ends of said plate-like member and the ends of said well cushioning longitudinal movement of said body relative to said underframe.

4. A railway vehicle comprising a railway vehicle underframe having supporting railway vehicle trucks disposed therebeneath, said underframe having a pair of transversely spaced longitudinally extending wells intermediate the ends thereof, a railway vehicle body slidably supported only adjacent the ends thereof on said underframe adjacent the ends of said underframe, lateral stop means on said body cooperating with lateral stop means on said underframe limiting the sliding movement of said body relative to said underframe to longitudinal sliding movement, a pair of transversely spaced plate-like members rigidly secured to said body and depending therefrom and extending into said wells, and resilient cushioning means interposed between the ends of said platelike members and the ends of said wells to cushion said longitudinal movement.

5. In a railway vehicle, an underframe, said underframe being provided with a longitudinally extending well intermediate the ends thereof, a vehicle body slidingly supported on said underframe and having rigidly attached thereto a longitudinally extending shear plate depending therefrom and extending into said well, said shear plate having vehicle end facing plates secured to opposite ends thereof, resilient means interposed between said end plates and the ends of said well to cushion longitudinal movement of said body relative to said underframe, and plate-like members forming the sides and the ends and bottom of said well which completely enclose the sides of said shear plate, the ends of said shear plate including said end plates and the bottom of said shear plate.

the walls of said outer wall structure, means interposed between said wall structures and secured thereto supporting said outer wall structure on said inner wall structure, said inner wall structure being slidably supported on said underframe, said underframe having transversely spaced longitudinally extending wells intermediate the ends there- B of, the side walls of said inner wall structure having rigidly secured thereto depending plate-like members extending into said wells, resilient cushioning means interposed between the ends of said wells and the ends of said platelike members cushioning movement of said wall structures relative to said underframe.

7. In a railway vehicle, an underframe having supporting railway vehicle trucks disposed therebeneath, a vehicle body slidably supported on said vehicle, said body comprising an outer wall structure including side, top and end walls rigidly secured together and an inner wall structure .comprising top and bottom, side and end walls spaced from the walls of said outer wall structure, means interposed between said side wall structures and secured thereto supporting said outer wall structure on said inner wall structure, said inner wall structure being slidably supported on said underframe, said underframe having transversely spaced longitudinally extending wells intermediate the ends thereof, the side walls of said inner Wall structure having rigidly secured thereto depending plate-like members extending into said wells, resilient cushioning means interposed between the ends of said wells and the ends of said plate-like members cushioning relative movement of said wall structures relative to said underframe, said side and end wall structures being separated by a layer of polyester polyisocyanate foam-type insulation bonded thereto.

References Cited in the le of this patent UNITED STATES PATENTS 321,601 Hennessy July 7, 1885 1,065,278 Shoemaker June 17, 1913 1,122,378 Flinn Dec. 29, 1914 1,186,461 Waugh.- June 6, 1916 1,434,490 Hahl et al Nov.l 7, 1922 1,693,193 Duryea Nov. 27, 1928 1,969,844 Heath Aug. 14, 1934 2,021,909 Brigham Nov. 26, 1935 2,040,486 Kellett May 12, 1936 2,047,955 Fitch July 21, 1936 l 2,070,613 Norbom Feb. 16, 1937 2,149,575 Bundy Mar. 7, 1939 2,155,533 Dwyer Apr. 25, 1939 2,208,650 Van Der Sluys July 23, 1940 2,256,182 Winship Sept. 16, 1941 2,256,377 Bonsall Sept. 16, 1941 2,564,988 Muller Aug. 2l, 1951 2,642,818 Talmey June 23, 1953 2,728,305 Candlin Dec. 27. 1955 

